Valve mechanism for internal-combustion engines



April 5,1927. 1,623,525

D. B. BURNS VALVE v'MEEHANISM FOR INTERNAL coMBUsTIoN ENGINES Filed April 8. 1926 2 Sheets-Sheet 1 D. B. BURNS VALVE MECHANISM FOR INTERNAL COMBUSTION ENGINES Apri1'5,1927 y y -1,623,525

Filed April 8, 1926 i 2 Sheets-Shea@I `2 Patented Apr. 5, 1927. i

" UNITED STATES g DNA B. BURNS, vOF ASHEVILLE, NORTH CAROLINA.

VALVE MEonANIsM non rnrnnnanoonnusron ENGINES.

Application filed April 8,

This invention relates to valve mechanisms for internal combustion engines and more particularly tothe construction vand arrange ment of the exhaust and intake manifolds in a manner permitting theuse therewith of sleeve valves, housing these manifolds and controlling communication between the manifoldsand the cylinders of the engine.

An important object of the invention is to provide a consolidated intake and exhaust manifold structure so formed that a water jacket combined vwith these manifolds in cylindricalA form permits complete insulation of the exhaust manifold by the intake inanifoldand this Water jacket so as to prevent undue heating and consequently undue warping of the sleeve valves whileproviding for heating of the incoming charge.

il further obj ect Yot' the invention is to provide a novel and improved mounting for the combined intake 'and exhaust manifold perk mitting the same to be housed in the head structure of the engine.

A' still further object of the invention is to provide a structure such that the sleeve valves need have but a very limited movement in-openingand closing thesports of the engine, thus reducing to a minimum the Wear on such valve.

A further object of the invention is to produce a device of this character permitting the use of compression rings between the inner sleeve valve and the combination manifold. i

A. further object of the invention is to iin-- prove the structure shown in my prior applin cation, No. 74,578,k on valve mechanismsfor internal combustion engines, liled December v withinthe sleeve valves transversely of the 1926. Serial No. 100,625.

tration is shown a preferred embodiment ofv my invention and wherein Figure 1 is a verticalsectional view showing operating mechanism for the` valves;

Figure 2 is a longitudinal sectional view through the manifold and valves; Y

`Figures 3, 4 and`5 are transverse sectional views through the manifold taken at the carbureter intake 'and exhaust and intake ports respectively;

Figure 6 is a vertical sectional View .through the manifold; s

,Figures 7 and 8 are side elevations of the valves employed; i e

Figure 9 is a section on the line 9-p-9 of Figure 2; i

Fig. 10 is a perspective 40, showing the relative cranks 43a thereon.

Referring now more particularly to the drawings. the numeral 10 generally designates a block of an internal combustion engine having cylinders 11 each provided with spaced intake and exhaust ports 12 and 13. Between the outer wall 14 of the block and the cylinders, a water space 15 isprovided in the usual manner. Extending longitudinally of the head at one side there` of is a bore 16 into which the ports 12 and 13 open. The bore 1.6 has one end thereof opening into a chamber 17 and the opposite end thereofl has a reduced opening 18 through a water jacketed wall 19, the water jacket of which communicates Vwith. the water space 15 of the engine This wall 19 has likewise formed therethrough a port 21. both the opening 18 and port 21 being sealed from the water space 20 of the wall 19. These openings7 as more clearly shown in Figure 9, are elongated transversely of the bore 16 upon or parallel to an axisintersecting the ports 46.

The numeral 22 .generally designates a of the crank shaft positions of the 'combination manifold having an external cylindrical wall 23 of less diameter than the internal diameter of the bore 16. The ends of the combination manifold are closed, as indicated at 24 and 25 respectively, the end 25 having a reduced extension 26 engaging the upper and lower walls of' the bore 18 of the head and being of less length than the thickness'of the wall 19. Theouter end of the bore 18 is surrounded by an exhaust fitting 2T and through the wall of the bore 16 anadjusting and retaining element 28 is extended for engagement inra socket 28a formed in the wall of the manifold 22 so that the manifold is kept in proper relation to the Wall 19. Interiorly, the combination manifold is formed to' provide two longitudinal chamber Ex and In forming the exhaust and intake manifolds for the engine. The exhaust manifold is spaced throughout its length from the outer wall 23 of the combination manifold and is offset to one side of the combination manifold so that a greater space is provided at one side of the exhaust manifold than at the other. The major portion of the larger space thus formed is occupied by the intake manifold In. Each of the exhaust and intake manifolds is substantially in the form of a quarter segment of a circle, as is more clearly shown in Figure 3 and these quarter segments are offset to the opposite side of the manifold from that opposed to the intake and exhaust portsj of the engine.

The combination manifold has in its outer vtall 23' in opposition to the intake and exhaust openings 12 and 13 of the cylinders inta-ke and exhaust openings 12, 13, each of which is in communication with its respective manifold through a narrow walled passage 29. This passage extends through a space 30 which is formed by the offsetting of the exhaust and intake ports transversely of the combination manifold from the intake and exhaust openingsl 12, 13 and this space 3() forms a water space which, by reason of the spacing of the exhaust manifold from they wall of the cylinder at 13, as ab'ove described, continues about the' exhaust manifold on all sides thereof not occupied by the intake manifold. ln this way, a complete insulation of the exhaust manifold is had and a substantially uniform temperature' of the outer wall 23 of the combin-ation manifold in short. rThe water spac'e 30 is connected at one end with a duct 32 communicating with the forward end of the cylinder and at its opposite end with a duct 33 extending through the port 21 and communicating with Vthe rear end of the cylinder wa'ter jacket. lVhen originally installed, both the red-need extension Q6 and the duct 33 are arranged at the outer ends of their openings 18 and 21 with respect to the cylinder so that the manifold may be adjusted toward the cylinden The ducts and 33 are rendered flexible in any suitable manner, as generally designated at 3-1, to permit this adjustment.

By this construction, a circular combination manifold results having arranged interiorly thereof a substantially semi-circular structure comprising the exhaust and intake manifolds. servesto support and insulate a portion of the exhaust manifold.A This insulation taken with the water insulation provided is such The intake manifold structure that it permits the outer wall 23 of the combination manifold to be made relatively heavy so that this outer wall may he provided intermediate each pair of ports 12, 13 thereof and upon its exterior with a groove receiving an expansion packing ring 3a. These expansion packing rings will engage against the interior of a sleeve valve 35 which preferably slides upon the interior of a second sleeve valve 36, the exterior diameter of which is such that it has a sliding fit in the bore 16. These sleeve valves furthermore may be operated in any suitable manner and may be ported in any manner which is found desirable. l, however, prefer to provide within the compartment 17 a stub shaft- 37 driven from the shaft 38 of theengine. Mounted in a bearing 39 is a shaft 40 bearing a gear l-ll meshing with a pinion 412 carried by the stub shaft 37. The outer end of the shaft 4() is formed as a double crank 43, the cranks -lof which are spaced apart ninety degrees. Each valve 35 and 3G has a head 44 including a cross head yoke 45 in which its associated crank of the double crank 43 operatcs. Each sleeve valve is then provided with a port 4G for each port of the engine, these ports being computed with the crank arrangement above desi gnatei'l. l have found that by use of this crank arrangement and of a port for each cylinder of the engine in each of the valves, it is only necessary that a very slight movemel'lt ol each of the valves take place in order that proper valve openings may be provided for thc cylinders. Each of the valves has formed therethrough a slot 47 for the passage of 4a carbureter connection communicating with the intake In. It is, of course, understood that the exhaust manifold has an outlet port through the extension 26 hereinbefore described.

It will be obvious from the foregoing that an engine provided with a valve mechanism constructed in accordance with my invention and a combination manifold such as described will embody all of the advantages obtained by the use of the ordinary sleeve valve construction of automobile engines and at the same time, these valves are rendered accessible and readily removable without a complete tearing down of the engine. It will furthermore be noted that this is accomplished with the use of but two sleeve valves, as differentiated from two sleeve valves, for each cylinder in the construction above referred to.

By insulating the exhaust manifold and the wall of the combination manifold adjacent the ports of t-he engine, the water insulation is permitted to act upon the port walls and considerably reduce the temperature of the exhaust gases before they reach the manifold proper so that but a slight insulation of the exhaust manifold from the ein selves and vbetween the sleeve valves and the Wall of the bore 16 at the ports 12 and 13 and further between the sleeve valves and the manifold, I provide means for constantly urging the manifold 22 toward the port-s. This I accomplish by forming in the walls of the bore 16 opposite the ports 12 and -13 bores 48, the outer wall having an outstanding flange 49 providing a continuation K of thev bore which is externally screwthreaded. Slidable within these bores are t plungers 50 extending through slots` 51 formed in the sleeve valves and engaging and fitting at' their inner ends against the manifold. These plungers are preferably hollow and house a spring 52, the outer end of which engages against a cap 53 which may be adjusted to regulate the tension of the spring. These springs constantly urge the manifold toward the ports with the result that any slackcaused by wear will be removed and a tight joint maintained at all times.y The elongation of the openings 18 and 21 is made sufficient to compensate for l wear during thelife of the engine.

It will be obvious that many changes are possible in the construction above set forth without in any manner departing from the spirit of my invention and I accordingly do not limit myself to such specific structure except as hereinafter claimed.`

1`. In an internal combustion engine, a water j acketed head having a longitudinally extending bore and intake and exhaust ports for the cylinders of the engine, a combination manifold struct-ure Ihaving an external wall of less diameter than the diam-- eter of the bore supported from one end wall of the bore and extending thereinto, an intake manifold wit-hintheiouter wall and having a@ portion of the wall thereof manifold and axially shiftable to align ports formed therein with the intake and exhaust ports of the head and manifold and means for shifting said sleeve valve..

2. In an internal combustion engine, a water jacketed head having a longitudinally extending bore and intake and exhaust ports for the cylinders of the engine, a combination manifold structure having-an .external wall of less diameter than the diameter of the bore supported from one end wall of the bore and extending thereinto, an intake manifold within the outer wall and 4vhaving a portion of the wall thereof formed by said outer wal-l, an exhaust manifold likewise wit-hin the outer Wall Vand supported from the intake manifold, the walls of said exhaust manifold being spaced from said outer wall, said space being in oommunication with the water jacket ofthe head, ports in said outer wall communicating with said intake and exhaust manifolds and opposing the ports of the engine, a sleeve Valve surrounding the combination manifold and axially shiftable to align.

portsV formed therein with the intake and exhaust ports of the head and manifold, means for shifting said sleeve valve and means resiliently urging the manifold trans# versely of the bore `and toward the intake and exhaust ports of the engine.

3. In an internal combustion engine, a water j acketed head having a longitudinally extending bore and intake and exhaust ports for the cylinders of the engine, a combination manifold structure having an external wall of less diameter than the diameter of the bore supported from one end wall of the bore and extending thereinto, an intake manifold within the outer wall and having a portion of the wall thereof formed by said outer wall, an exhaust mani# fold likewise within the outer wall and supported from the intake manifold, the walls of said exhaust manifold being spaced from said outer wall, said space being 1n com-r munication with the water jacket of the head, ports in said outer wall communicating with said intake and exhaust manifolds and opposing the ports of the engine, a sleeve valve surrounding the combination manifold and axially shiftable to align ports formed therein with the intake and exhaust ports of the head and manifold, means for shifting said sleeve valve and spring pressed plungers directed through the wall of the bore and said valve to engage the manifold and yieldably` urge the same toward the ports of the engine.

4.' A combination manifold comprising an outer wall having ports formed therein along one side thereof, an intake manifold Y within the wall thereof and having a portion of the wall thereof formed by said outer wall, an exhaust manifold likewise within the outer wall and having a portion of its wall formed by the wall of the intake manifold, the remaining portions of the Walls of the intake and exhaust manifolds being spaced from said outer wall to provide a water space, said intake and exhaust manifolds being of less width than the outer wall and being arranged at the opposite side of the' casing formed by the outer wall from the ported wall thereof to thereby' provide between said ports and the intake and exhaust manifolds a relatively wide water space, the connections between said ports and said intake and exhaust manifolds extending through said space and being in the' form of narrow walled passages.

5. In an internal combustion engine, a water jacketed head having a longitudinally extending bore and intake and exhaust ports for the cylinders of the engine opening to said bore,` a combination manifold structure h'av'ing an external wall of less diam-eter than the diameter of the bore arranged within the bore, said external wall having openings aligning with the intake and exhaust ports of the' head, intake and exhaust manifolds within sai-d external wall and arranged at the opposite' side thereof from said yopenings to thereby provide a relatively wide space between the openings and said intake and exhaust manifolds, walled Vpassages connecting said openings withtheir respective manifolds, a sleeveV valve surrounding the conibination manifold and axially shii'table to align ports formed therein with the intake and exhaust ports of the head and manifold, means for shifting said sleeve valve,- mea'ns resiliently urging` the combination maniiod transversely of the bore and toward the ,intake and exhaust ports oi the engine and means connecting said space with the water jacket of the head.

In testimony whereof I hereunto atix my signature.

'DANA B. BURNS. 

